Front-axle bracket for motor vehicles

ABSTRACT

A front-axle bracket for motor vehicles has two accommodations spaced apart from one another in the longitudinal vehicle direction in each instance for the bearing locations for pivoting mounting of one or two wheel guide elements, in each instance, such as transverse control arms or A-arms, accommodations for attachment of the front-axle bracket as a pre-finished unit, together with pre-assembled assemblies, on the vehicle body, and at least individual ones of accommodations for attachment of the steering gear mechanism, for attachment of the stabilizer, and for mounting of a pendulum support. The front-axle bracket is produced as a component that is in one piece with these accommodations and connects them with one another. At least individual ones of the accommodations are integrated into the front-axle bracket by way of rod-shaped connecting elements, in framework-like manner.

CROSS REFERENCE TO RELATED APPLICATIONS

Applicants claim priority on and this application is a continuationunder 35 U.S.C. 120 of International Application No. PCT/DE2008/001817filed on Nov. 5, 2008, which claims priority under 35 U.S.C. 119 ofGerman Application No. 10 2007 053 159.3 filed on Nov. 8, 2007, GermanApplication No. 10 2007 063 319.1 filed on Dec. 28, 2007, GermanApplication No. 10 2008 021 792.1 filed on Apr. 30, 2008, and GermanApplication No. 10 2008 050 886.1 filed on Oct. 9, 2008. TheInternational Application under PCT Article 21(2) was not published inEnglish. Applicants also claim priority under 35 U.S.C. 119 of GermanApplication No. 10 2007 053 159.3 filed on Nov. 8, 2007, GermanApplication No. 10 2007 063 319.1 filed on Dec. 28, 2007, GermanApplication No. 10 2008 021 792.1 filed on Apr. 30, 2008, and GermanApplication No. 10 2008 050 886.1 filed on Oct. 9, 2008. The disclosureof the aforesaid International Application and German applications areincorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a front-axle bracket for motorvehicles.

2. Description of the Related Art

Such brackets, which are also referred to as saddles, frames, orauxiliary frames, are attached to vehicle structures, for example to thecar body and/or to longitudinal supports of a vehicle, as pre-assembledunits or modules, after they have been provided with assemblies orauxiliary assemblies.

A front-axle bracket is disclosed, for example, in WO 2007/031060 A1,which goes back to the same applicant.

SUMMARY OF THE INVENTION

Proceeding from this state of the art, it is an object of the inventionto further optimize a front-axle bracket of the type stated initiallywith regard to weight and costs, without the optimization of thefront-axle bracket having a disadvantageous effect on the chassiskinematics.

In this connection, it is a further object of the invention to provide afront-axle bracket of the type stated initially, which demonstratesimproved rigidity, particularly in the transverse direction, in order toabsorb the high static and dynamic forces that engage on the front-axlebracket. Furthermore, such a front-axle bracket is intended to beconfigured to be particularly resistant to bending and twisting.

In this connection, it is another object of the invention to providesuch a front-axle bracket that demonstrates particularly great strengthand withstands long-term stresses, particularly also at its linking orconnecting parts, or its accommodations or recesses.

In this connection, it is another object to provide a front-axle bracketof the type stated initially, which optimally withstands or absorbsspring forces or damping forces that occur during driving operation, aswell as tensile surges and pressure surges.

In this connection, it is a further object of the invention to provide afront-axle bracket of the type stated initially, which accommodates asmany parts that belong to the chassis and/or the power train aspossible, which cannot be directly attached to the car body structurefor reasons of requirements concerning assembly, car body stress,comfort, and stiffness. In particular, a front-axle bracket of the typestated is intended to be made available, which allows pre-assembly andpre-adjustment or adjustment of these parts in a module, in particularlysimple manner, and then can be attached to the car body structure inparticularly simple manner. In particular, the maintenance, repair,assembly, and disassembly of these parts are also intended to befacilitated. Furthermore, a front-axle bracket of the type statedinitially is intended to be made available, which requires only a smallamount of construction space in the motor vehicle.

Another object of the invention is to provide a front-axle bracket ofthe type stated, which better damps the transfer of noise and vibration,particularly vibrations of assemblies. Furthermore, it must meet therequirements concerning inherent frequency. Also, a front-axle bracketis intended to be made available that demonstrates optimized behavior inthe event of a crash.

These and other objects are achieved, in accordance with the invention,by a front-axle bracket for motor vehicles, in which two accommodationsspaced apart from one another in the longitudinal vehicle direction areprovided, in each instance, for the bearing locations for pivotingmounting of one or two wheel guide elements, in each instance, such astransverse control arms or A-arms, and accommodations for attachment ofthe front-axle bracket as a pre-finished unit, together withpre-assembled assemblies, on the vehicle body, are provided, as well asat least individual ones of the accommodations listed below, forattachment of the steering gear mechanism, attachment of the stabilizer,and mounting of a pendulum support. The front-axle bracket is producedas a component that is in one piece with these accommodations andconnects them with one another. At least individual ones of theaccommodations are integrated into the front-axle bracket by way ofrod-shaped connecting elements, in framework-like manner. Furtherdevelopments and advantageous embodiments of the invention are discussedbelow.

Because at least some of the accommodations are integrated into thefront-axle bracket by way of rod-shaped connecting elements, inframework-like manner, material and therefore weight of the vehicleitself are saved, along with fuel, for one thing, and for another, thetransport costs and the spring-mounted masses can be reduced.

The rod-shaped connecting elements, which essentially delimitcompartments without material, ensure the required rigidity in thisconnection, without any disadvantageous influence on the chassiskinematics. In this regard, the rod-shaped connecting elements can alsobe referred to as rod-shaped reinforcement elements.

When accommodations are mentioned within the scope of the presentinvention, this term also includes recesses.

In a further embodiment of the invention, two, preferably four,particularly preferably six, further particularly preferably eight,further particularly preferably ten of the accommodations are integratedinto the front-axle bracket by way of rod-shaped connecting elements, inframework-like manner, preferably directly connected with one another.

As a result, further weight can advantageously be saved, whereby therequired rigidity of the front-axle bracket is maintained. By means ofsuch an embodiment, optimal strength values can be implemented, with thelowest possible use of material.

It is advantageously provided that the rear accommodation, in thedirection of travel, for mounting of each of the wheel guide elements,possesses accommodation elements that are spaced apart, at leastapproximately vertical to the longitudinal vehicle axis, for enclosingand holding the rear bearing, in the direction of travel, on the wheelguide element. Preferably, each accommodation element is integrated intothe front-axle bracket by way of at least one, preferably at least tworod-shaped connecting elements. Such an accommodation, which uses littlematerial, fulfills its task without any negative influence on therequired integration into the front-axle bracket.

Preferably, at least one, preferably every accommodation element isconnected, by way of a rod-shaped connecting element, with a firstaccommodation for attachment means for fixing the front-axle bracket inplace on the vehicle body.

In an advantageous embodiment of the invention, at least oneaccommodation element is connected, by way of a rod-shaped connectingelement, with the front accommodation, in the direction of travel, formounting of each of the wheel guide elements, whereby the rod-shapedconnecting element preferably runs approximately in the longitudinalvehicle direction.

It is practical if the front accommodation, in the direction of travel,for mounting of each of the wheel guide elements, possesses twoaccommodation elements spaced apart at least approximately in thelongitudinal vehicle axis, for enclosing the front bearing, in thedirection of travel, in U shape and holding it on the wheel guideelement.

It is advantageous if the front-axle bracket has at least onereinforcement element in the transverse direction, between the frontaccommodations, in the direction of travel, for mounting of each of thewheel guide elements, preferably in the form of a horizontally disposedsurface element.

Such a reinforcement element absorbs the forces that act on theaforementioned accommodations in the transverse direction. Because thereinforcement element is configured in planar manner, the rigidity ofthe front accommodation element, in the direction of travel, of theaforementioned accommodation is furthermore increased, with the lowestpossible use of material. Furthermore, such a reinforcement element canbe disposed in such a manner that other assemblies, particularly engineand transmission, can be positioned close to the front-axle bracket. Inthis way, less construction space is required.

The horizontally disposed surface element is preferably configured to belevel. The edge of the surface element that faces in the direction oftravel can additionally or alternatively have an indentation in asemi-oval shape.

Furthermore, the horizontally disposed surface element may be disposedin a plane underneath the bores provided in the accommodation elements.

Assemblies, particularly engine and transmission, can thereby bepositioned very close to the front-axle bracket, so that lessconstruction space is required in the vehicle.

Preferably, a first accommodation for attachment of the front-axlebracket to the vehicle body is provided, which forms the rear end of thefront-axle bracket, in the direction of travel.

Preferably, a second accommodation for attachment of the front-axlebracket to the vehicle body is provided, which is disposed integratedinto a side arm, in the immediate vicinity of the front accommodation,in the direction of travel.

It is advantageous if the front-axle bracket has an approximatelycentral planar reinforcement element that directly follows theaccommodation for mounting of the pendulum support, at least in part,and widens opposite the direction of travel.

By means of such an embodiment, optimal strength values can beimplemented with the least possible use of material. Such an embodimentparticularly counters vertical vibrations.

Preferably, the planar reinforcement element is delimited, at least inpart, by reinforcement ribs.

Furthermore, the planar reinforcement element may form a type of beadtoward the rear edge, opposite the direction of travel, which bead isconfigured to be hollow on the underside and possesses a Vcross-section.

By means of such an embodiment, optimal strength values can beimplemented, with the least possible use of material.

It is advantageous if the planar reinforcement element has node pointsat the rear edge, opposite the direction of travel, in which at leastindividual, preferably multiple rod-shaped connecting elements runtogether.

In an advantageous embodiment of the invention, the first accommodationfor attachment of the front-axle bracket to the vehicle body isconnected with the planar reinforcement element by way of at least onerod-shaped connecting element.

Furthermore, it is advantageous to provide at least one reinforcementrib on the planar reinforcement element, which rib is preferablydisposed, in the longitudinal vehicle direction, at least partly betweenthe rear edge of the planar reinforcement element and the accommodationfor mounting of the pendulum support.

It is advantageous if the front-axle bracket is produced from lightmetal, preferably from an aluminum alloy. Furthermore, it can beadvantageous if the component is produced using an aluminum castingprocess, preferably using the chill-casting process, particularlypreferably using the horizontal casting process or tilted chill-castingprocess.

In an advantageous embodiment, the area of the compartments delimited bythe rod-shaped connecting elements is greater, in a top view of thefront-axle bracket, than the area of the front-axle bracket throughwhich there is no passage, in a top view of the front-axle bracket,preferably at least greater than the area of the reinforcement elementthrough which there is no passage, in a top view of the front-axlebracket.

Furthermore, it is advantageous if the front-axle bracket only has twoother accommodations for attachment of the steering gear mechanism.

According to a further embodiment, the accommodations for attachment ofthe steering gear mechanism and/or the accommodations for attachment ofthe stabilizer are linked with the rod-shaped connecting elements by wayof crosspieces.

In a front-axle bracket for motor vehicles, in which two accommodationsspaced apart from one another in the longitudinal vehicle direction areprovided, in each instance, for the bearing locations for pivotingmounting of one of two wheel guide elements, in each instance, such astransverse control arms or A-arms, and accommodations for attachment ofthe front-axle bracket as a pre-finished unit, together withpre-assembled assemblies, on the vehicle body, are provided, as well asat least individual ones of the accommodations listed below, for

attachment of the steering gear mechanism,

attachment of the stabilizer,

mounting of a pendulum support,

and the front-axle bracket is produced as a component that is in onepiece with these accommodations and connects them with one another,weight-reducing recesses in the form of perforations and/or cavitiesthat are open on one side preferably remain in the front-axle bracket,without any disadvantageous influence on the chassis kinematics.

Furthermore, at least individual ones of the accommodations may be atleast partly integrated into the front-axle bracket and/or connectedwith one another by way of rod-shaped and/or surface-shaped connectingelements.

Furthermore, at least individual ones of the accommodations may be atleast partly integrated and/or connected with one another by way ofopen-profile-shaped connecting elements, particularly ones having across-section essentially in the shape of a T, U, V, L, X, Y, S, Zand/or double T.

Furthermore, the open-profile-shaped connecting elements may be orienteddifferently, preferably horizontally or vertically.

It is practical if individual shanks of the open-profile-shapedconnecting elements are designed as reinforcement ribs.

It is particularly advantageous if the connecting elements haveadditional reinforcement ribs, belts, beading, beads, crosspieces and/orperforations.

Preferably, the rear accommodation, in the direction of travel, formounting of each of the wheel guide elements, possesses accommodationelements that are spaced apart, at least approximately vertical to thelongitudinal vehicle axis, for surrounding and holding the rear bearing,in the direction of travel, of the wheel guide element. Theaccommodation elements are connected with one another by way of aU-shaped tab and are integrated into the front-axle bracket.

Furthermore, the tab may have a reinforced edge, at least in part,preferably on its outside.

It is practical if the tab is connected with a first accommodation forattachment means for fixing the front-axle bracket in place on thevehicle body, by way of at least one connecting element.

Furthermore, the tabs may be connected with the first accommodations,and the first accommodations may be connected with one another, by wayof a single rod-shaped or open-profile-shaped connecting element,whereby the open-profile-shaped connecting element preferably has aU-shaped cross-section.

Furthermore, at least one, preferably two accommodations for attachmentmeans for fixing the exhaust system in place may be provided on theconnecting element that connects the first accommodations with oneanother, preferably on the side that faces opposite the direction oftravel.

Furthermore, the accommodations for attachment means for fixing theexhaust system in place and/or the first accommodations may beintegrated into and/or onto the side wall that faces opposite thedirection of travel, which is formed by one of the shanks of theU-shaped connecting element, and/or onto and/or into a planarreinforcement lip that follows it.

It is particularly advantageous if the connecting element that connectsthe first accommodations with one another has a planar reinforcementlip, disposed essentially horizontally, on its underside, in and/oropposite the direction of travel.

Furthermore, reinforcement ribs may be provided within theprofile-shaped connecting elements that connect the accommodations, tabsand/or first accommodations, which ribs preferably lead from one sidewall to the other side wall, straight or in zigzag shape, and/orpreferably lead from the accommodations disposed in and/or on the oneside wall to the opposite side wall, preferably at a slant and/orpreferably in opposite directions.

Furthermore, the tab that connects the accommodation elements may beconnected with the accommodation for attachment of the steering gearmechanism, disposed in the direction of travel, by way of a connectingelement.

Furthermore, the accommodation for attachment of the steering gearmechanism may be connected with the second accommodation for attachmentof the front-axle bracket to the vehicle body, disposed in the directionof travel, by way of a connecting element that is preferably at leastpartly rod-shaped. This accommodation, in turn, is directly connectedwith the front accommodation for mounting of each of the wheel guideelements, preferably integrated into a side arm.

Advantageously, one of the accommodations for attachment of thestabilizer may be linked with the connecting element that connects theaccommodation for attachment of the steering gear mechanism with thesecond accommodation or the side arm, respectively.

The front accommodation for mounting of each of the wheel guideelements, in the direction of travel, may furthermore possess twoaccommodation elements that are spaced apart at least approximately inthe longitudinal vehicle axis, for enclosing and holding the frontbearing of the wheel guide element, in the direction of travel, in Ushape. The one accommodation element preferably follows the side arm ofthe accommodation directly, and the other accommodation element isintegrated within the short shank of an L-shaped tab, which preferablyfollows the side arm with its end that does not have the accommodationelement.

Preferably, the tab has a reinforced edge at least in part, preferablyon its outer side.

In a further embodiment, the side arm has a recess that is introduced onone or both sides.

Preferably, the side arm has a recess that goes through.

In an advantageous embodiment of the invention, an accommodation forattachment of the stabilizer is provided within the recess, whichaccommodation is connected with the inner wall of the side arm,preferably by way of a crosspiece, in the case of a cavity that goesthrough, or is integrated into the remaining surface, in the case of acavity that does not go through, and is preferably disposed directly onthe inner wall of the side arm and/or connected with the inner wall(s)or reinforcement surfaces of the side arm, preferably provided with atleast one reinforcement rib.

It is practical if the front-axle bracket has a reinforcement elementthat connects the side arms in the transverse direction, in which or onwhich element the accommodation for mounting of the pendulum support isdisposed.

Furthermore, the reinforcement element may be configured in rod shape.

Preferably, the reinforcement element is configured in the shape of anopen profile, particularly having a cross-section essentially in theshape of a T, U, V, or L, whereby preferably, the edges and borders ofthe reinforcement element are at least partially reinforced. Preferably,in the region of the accommodation for mounting of the pendulum support,the reinforcement element has at least one, preferably two reinforcingslanted surfaces, namely one on each side of the accommodation, in eachinstance, connected with it, which surface preferably drops downwardfrom an essentially horizontally disposed partial surface of thereinforcement element, opposite the direction of travel.

In a further embodiment, one or more horizontally disposed, planarreinforcement lips are disposed on the side facing in and/or oppositethe direction of travel.

It is advantageous if the horizontally disposed reinforcement lip isconfigured to be level.

It is practical if the horizontally disposed reinforcement lip isdisposed in a plane underneath the bores provided in the accommodationelements.

Furthermore, one of the accommodations for attachment of the steeringgear mechanism may be connected with the reinforcement element by way ofa preferably rod-shaped connecting element.

Furthermore, the first accommodation for attachment of the front-axlebracket to the vehicle body may form the rear end of the front-axlebracket.

It is advantageous if the accommodation for mounting of the pendulumsupport has a connecting element that runs in the direction of one ofthe first accommodations, and is directly or indirectly connected withit.

Furthermore, the accommodation for mounting of the pendulum support maybe connected with one of the accommodations for attachment of thesteering gear mechanism by way of a connecting element.

Preferably, the reinforcement element has node points at the ends thatlead to the side arms, in which at least individual, preferably multiplepreferably rod-shaped connecting elements run together.

Furthermore, the front-axle bracket may be produced from light metal,preferably from an aluminum alloy.

It is advantageous if the component is produced using a light-metal,preferably aluminum casting method, particularly preferably using thechill-casting method.

Furthermore, the area of the recesses delimited by the connectingelements may be greater, in a top view of the front-axle bracket, thanthe area of the front-axle bracket through which there is no passage, ina top view of the front-axle bracket.

According to a further embodiment of the invention, the front-axlebracket has two accommodations for attachment of the steering gearmechanism.

Preferably, the accommodations for attachment of the steering gearmechanism and/or the accommodations for attachment of the stabilizer arelinked with the rod-shaped connecting elements by way of crosspieces.

Preferably, the front-axle bracket according to the invention consistsof an aluminum (Al) casting alloy as disclosed in WO 2007/025528 A2. Thedisclosure content of this publication is incorporated into thisapplication, by an explicit statement that it belongs to the object ofthe present application.

Preferably, the front-axle bracket consists of an Al casting alloy thatcontains at least five of the alloy components listed below

Si: 2.5 to 3.3, preferably 2.7 to 3.1 wt.-%

Mg: 0.2 to 0.7, preferably 0.3 to 0.6 wt.-%

Fe: <0.18, preferably 0.05 to 0.16 wt.-%

Mn: <0.5, preferably 0.05 to 0.4 wt.-%

Ti: <0.1, preferably 0.01 to 0.08 wt.-%

Sr: <0.03, preferably 0.01 to 0.03 wt.-%

Other: <0.1 wt.-%

and, in addition, Cr in an amount that increases the strength of thealloy, as another alloy component, supplemented to 100 wt.-% with Al, ineach instance.

Preferably, the front-axle bracket consists of an Al casting alloy thatcontains at least five of the alloy components listed below

-   Si: 2.5 to 3.3, preferably 2.7 to 3.1 wt.-%-   Mg: 0.2 to 0.7, preferably 0.3 to 0.6 wt.-%-   Fe: <0.18, preferably 0.05 to 0.16 wt.-%-   Mn: <0.5, preferably 0.05 to 0.4 wt.-%-   Ti: <0.1, preferably 0.01 to 0.08 wt.-%-   Sr: <0.03, preferably 0.01 to 0.03 wt.-%-   Cr: 0.3 to 1.3, preferably 0.4 to 1.0, particularly preferably 0.5    to 0.8 wt.-%-   Other: <0.1 wt.-%    and is supplemented to 100 wt.-% with Al, in each instance.

Such an Al casting alloy is stronger, more impact-resistant, and moreductile as compared with the state of the art.

The preferred alloying-in of Cr in the amounts stated leads to asignificant improvement in the mechanical properties, which can alreadybe recorded in the casting state, but particularly after solutionannealing and aging, if applicable.

In particular, it has been shown that undesirable iron precipitates canbe transformed into a more advantageous morphology, already in thecasting state, by means of such additions of chrome.

For chassis applications, particularly for wheel-guiding components,overall increased mechanical characteristic values can be obtained inthis manner.

The alloys according to the invention can contain contaminants thatresult from production, for example Pb, Ni, Zn, etc. as they aregenerally known to a person skilled in the art.

In an advantageous embodiment of the invention, CuNi is contained as anadditional alloy component, by being alloyed in at the same time. It hasbeen shown that additions of copper or nickel alone do not lead to anysignificant improvement in the mechanical properties. Alloying in copperand nickel at the same time, however, opens up new possibilities for useof the alloy, particularly in the area outside of the chassis, forcomponents subject to temperature stress.

The alloys according to the invention demonstrate an improvedstrength/expansion ratio as compared with known Al casting alloys.

Fundamentally, a permanent-mold casting method is suitable as aproduction method for work pieces, components, or parts for or ofchassis parts of motor vehicles, in particular, from the casting alloyaccording to the invention. Because of the very good mechanicalproperties in the case of work pieces, components, or parts that aresubject to great stress, gravity chill-casting and low-pressurechill-casting are particularly suitable as production methods. In thisconnection, the counter-pressure chill-casting process (CPC process) hasproven to be particularly preferred.

It can furthermore be advantageous if the alloy has a fine grain. Forthis purpose, so-called grain refiners are added to the alloy. Grainrefinement is a melt treatment, whereby the term “grain refinement” isunderstood to mean an artificial increase in the number of seed crystalsin the melt, which is brought about by means of the introduction anddistribution of outside seed crystals. In this way, better feed capacityby means of improved mass feed, in particular, improved mold-filling andflow capacity, a reduction in the tendency to develop porosity and heatcracks, and a resulting increase in ductility, as well as a bettersurface composition of the casting alloy are achieved.

In order to achieve the advantages mentioned above or to develop themeven further, it is advantageous if the cast components areheat-treated, particularly with the following parameters:

Solution annealing 490 to 540° C. for 1 to 10 hours

Annealing 150 to 200° C. for 1 to 10 hours

For some application cases, however, it can also be advantageous toundertake only a one-step annealing treatment, generally known as T4,T5, or 0, for example.

An increase in strength of the castings can advantageously be achievedby means of quenching the castings in water, while they are still hot,instead of allowing them to cool off slowly in air.

Aside from the advantages that have already been mentioned, whichcomponents composed of alloys according the invention demonstrate, thecorrosion resistance is also significantly increased, due to the absenceof the alloy components Cu and Zn. The product is also relativelyinexpensive, because no alloy additives that would make it moreexpensive, such as Rare Earth (RE) metals, for example, are used, theusual melt treatment can be applied, and no special effort is requiredfor separation of circuits. Likewise, for cost reasons, preferably no Agis used as an alloy component.

Also, an excellent strength/expansion ratio is present, with excellentcastability. The castability allows a casting that is free of largedefects, known as blowholes, for one thing, and for another, themicrostructure is positively influenced, in such a manner that thenumber of internal notches, which reduce elongation to fracture, is keptas low as possible.

The mold-filling capacity is also improved in the presence of Cr,according to the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Other objects and features of the invention will become apparent fromthe following detailed description considered in connection with theaccompanying drawings. It is to be understood, however, that thedrawings are designed as an illustration only and not as a definition ofthe limits of the invention.

In the drawings, wherein similar reference characters denote similarelements throughout the several views:

FIG. 1 is a perspective representation, from above, of a first exemplaryembodiment for a front-axle bracket according to the invention, in A) alightly shaded representation, and B) as a line drawing; and

FIG. 2 is a perspective representation, from above, of a secondexemplary embodiment for a front-axle bracket according to theinvention, in A) a lightly shaded representation, and B) as a linedrawing.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring now in detail to the drawings, the front-axle brackets 10 formotor vehicles shown in FIGS. 1 and 2 comprise, in each instance, twoaccommodations 12, 14 for the bearing locations for pivoting mounting ofone each of two transverse control arms, not shown here, whichaccommodations are spaced apart from one another in the longitudinalvehicle direction F. Furthermore, two first accommodations 16 and twosecond accommodations 18, in each instance, are provided for attachmentof the front-axle bracket 10 on the vehicle body.

Each front-axle bracket 10 furthermore has an accommodation 24 formounting of a pendulum support, not shown here, and four accommodations22 for attachment of a stabilizer, not shown here.

Front-axle bracket 10 shown in FIG. 1 furthermore has fouraccommodations 20 for attachment of the steering gear mechanism, notshown here. Front-axle bracket 10 shown in FIG. 2, it is advantageousthat two accommodations 20 are already sufficient for attachment of thesteering gear mechanism, not shown here.

According to the invention, at least individual ones of theaccommodations 12, 16, 20, and 22 are now integrated into the front-axlebracket 10 by way of rod-shaped connecting elements 26, inframework-like manner. Rod-shaped connecting elements 26, whichessentially delimit compartments 46 without material, ensure therequired rigidity without disadvantageous influence on chassiskinematics.

The rear accommodation 12, in the direction of travel FR, for mountingof each of the wheel guide elements or transverse control arms,possesses bearing accommodation elements 12 a and 12 b that are spacedapart, at least approximately vertical to the longitudinal vehicle axisF, for surrounding and holding the transverse control arm, not shownhere, of the rear bearing, in the direction of travel FR. Such anembodiment of accommodation 12 is advantageous, but the invention is notrestricted to this embodiment of accommodation 12. The possibleintegration of an accommodation having a different configuration intothe front-axle bracket, by means of rod-shaped connecting elements, isimportant.

The front accommodation 14, in the direction of travel FR, for mountingof each of the wheel guide elements or transverse control arms,possesses two accommodation elements 14 a and 14 b spaced apart at leastapproximately in the longitudinal vehicle direction F, for surroundingthe front bearing, in the direction of travel FR, in U shape, andholding it on the transverse control arm, not shown here.

Front-axle bracket 10 has at least one reinforcement element in the formof a horizontally disposed, level surface element 28 in the transversedirection between front accommodations 14, in the direction of travelFR, for mounting of each of the transverse control arms, which elementis disposed in a plane underneath the bores 32 provided in the bearingaccommodation elements 14 a and 14 b, and whose edge that faces in thedirection of travel FR has an indentation 30 in a semi-oval shape.

Front-axle bracket 10 furthermore has an additional reinforcement rib50, standing vertically erect here, in the transverse direction betweenfront accommodations 14, in the direction of travel FR, or the side arms34 that follow them, respectively, which rib makes a transition into thehorizontally disposed; level surface element 28.

In the aforementioned side arms 34, a second accommodation 18 forattachment of the front-axle bracket 10 to the vehicle body is provided,in each instance.

Front-axle bracket 10 furthermore has an approximately central planarreinforcement element 36 that follows the accommodation 24 for mountingof the pendulum support, at least in part, and widens opposite thedirection of travel FR, which element is delimited, at least in part, byreinforcement ribs 38. Planar reinforcement element 36 forms a type ofbead 40 toward the rear edge, opposite the direction of travel FR, whichis hollow on the underside and configured to be V-shaped incross-section.

On planar reinforcement element 36, at least one reinforcement rib 44 isfurthermore provided, which is disposed at least partly between the rearedge of planar reinforcement element 36 and accommodation 24 formounting of the pendulum support, in the longitudinal vehicle directionF.

Each accommodation element 12 a and 12 b is now integrated intofront-axle bracket 10 by way of two rod-shaped connecting elements 26.In deviation from this arrangement, the accommodation element 12 a inFIG. 2 demonstrates three rod-shaped connecting elements 26.

In both the variants shown in FIGS. 1 and 2, however, accommodationelement 12 a is connected with the front accommodation 14, in thedirection of travel FR, or with the side arm 34 that follows it,respectively, by way of a rod-shaped connecting element 26, wherebyrod-shaped connecting element 26 preferably runs approximately in thelongitudinal vehicle direction F.

First accommodation 16 for attachment of front-axle bracket 10 to thevehicle body is disposed in different positions in the exemplaryembodiments shown in FIGS. 1 and 2, so that rod-shaped connectingelements 26 also have different linking locations, particularly withreference to accommodations 20 and 22 for attachment of the steeringgear mechanism and attachment of the stabilizer.

In the exemplary embodiment shown in FIG. 2, planar reinforcementelement 36 has node points 42 on the rear edge, opposite the directionof travel FR, at which multiple rod-shaped connecting elements 26 runtogether.

The exemplary embodiment shown in FIG. 1 shows that accommodations 20for attachment of the steering gear mechanism and/or accommodations 22for attachment of the stabilizer can also be linked to rod-shapedconnecting elements 26 by way of crosspieces 48.

Although only at least two embodiments of the present invention havebeen shown and described, it is to be understood that many changes andmodifications may be made thereunto without departing from the spiritand scope of the claims.

1. A front-axle bracket for a motor vehicle comprising (a) a one-piecebracket frame comprising a plurality of rod-shaped connecting elements;(b) first and second rear accommodations; (c) first and second frontaccommodations spaced apart from the first and second rearaccommodations, respectively, in a longitudinal vehicle direction, thefirst rear accommodation and the first front accommodation beingprovided for pivotal mounting at bearing locations of a first wheelguide element, the second rear accommodation and the second frontaccommodation being provided at bearing locations for pivotal mountingof a second wheel guide element; (d) a plurality of vehicle bodyaccommodations for attachment of the frame with pre-assembled assembliesas a pre-finished unit on a vehicle body; and (e) at least one furtheraccommodation selected from the group consisting of at least onesteering gear mechanism accommodation for attachment of a steering gearmechanism, at least one stabilizer accommodation for attachment of astabilizer mechanism, and at least one pendulum support accommodationfor mounting of a pendulum support; wherein the frame connects the rearaccommodations, the front accommodations, the vehicle bodyaccommodations, and the at least one further accommodation with oneanother and at least some accommodations selected from the groupconsisting of the rear accommodations, the front accommodations, thevehicle body accommodations, and the at least one further accommodationare integrated into the frame by way of the rod-shaped connectingelements.
 2. The front-axle bracket according to claim 1, wherein atleast two accommodations selected from the group consisting of the rearaccommodations, the front accommodations, the vehicle bodyaccommodations, and the at least one further accommodation are directlyconnected with one another by way of the rod-shaped connecting elements.3. The front-axle bracket according to claim 1, wherein each rearaccommodation comprises first and second rear accommodation elementsspaced apart, at least approximately vertical to the longitudinalvehicle direction, for enclosing and holding a rear bearing, in a traveldirection, on the wheel guide element, wherein each rear accommodationelement is integrated into the frame by way of at least one of therod-shaped connecting elements.
 4. The front-axle bracket according toclaim 3, wherein at least one rear accommodation element is connected,by way of a rod-shaped connecting element of the plurality of rod-shapedconnecting elements, with a first vehicle body accommodation of theplurality of vehicle body accommodations.
 5. The front-axle bracketaccording to claim 4, wherein the first vehicle body accommodation formsa rear end of the frame in the travel direction.
 6. The front-axlebracket according to claim 3, wherein at least one rear accommodationelement is connected, by way of a rod-shaped connecting element of theplurality of rod-shaped connecting elements, with the first frontaccommodation, wherein the rod-shaped connecting element runsapproximately in the longitudinal vehicle direction.
 7. The front-axlebracket according to claim 1, wherein the first front accommodationcomprises first and second front accommodation elements spaced apart atleast approximately in the longitudinal vehicle direction, for enclosinga front bearing, in a travel direction, in U shape and holding the frontbearing on the first wheel guide element.
 8. The front-axle bracketaccording to claim 1, further comprising at least one reinforcementelement in a transverse direction, between the front accommodations formounting of each of the first and second wheel guide elements.
 9. Thefront-axle bracket according to claim 8, wherein the at least onereinforcement element comprises a horizontally disposed surface element.10. The front-axle bracket according to claim 9, wherein thehorizontally disposed surface element is configured to be level.
 11. Thefront-axle bracket according to claim 9, wherein the horizontallydisposed surface element comprises an edge facing in the traveldirection having an indentation in a semi-oval shape.
 12. The front-axlebracket according to claim 8, wherein the first front accommodationcomprises first and second front accommodation elements, a plurality ofbores are provided in the front accommodation elements, and the at leastone reinforcement element comprises a horizontally disposed surfaceelement disposed in a plane underneath the bores.
 13. The front-axlebracket according to claim 1, wherein the plurality of vehicle bodyaccommodations comprises first and second accommodations, the secondaccommodation being integrated into a side arm in immediate vicinity ofthe second front accommodation for mounting of the second wheel guideelement.
 14. The front-axle bracket according to claim 1, furthercomprising an approximately central planar reinforcement element,wherein the at least one further accommodation comprises at least onependulum support accommodation and the planar reinforcement element atleast partially follows the at least one pendulum support accommodationand widens opposite the travel direction.
 15. The front-axle bracketaccording to claim 14, wherein the planar reinforcement element isdelimited, at least in part, by a plurality of reinforcement ribs. 16.The front-axle bracket according to claim 14, wherein the planarreinforcement element forms a type of bead towards a rear edge, oppositethe travel direction, said bead being configured to be hollow on anunderside portion of the bead and having an upside-down V cross-section.17. The front-axle bracket according to claim 16, wherein the planarreinforcement element has node points at the rear edge, opposite thetravel direction, wherein at least individual rod-shaped connectingelements of the plurality of rod-shaped connecting elements run togetherin the node points.
 18. The front-axle bracket according to claim 14,wherein the plurality of vehicle body accommodation elements comprises afirst vehicle body accommodation connected with the planar reinforcementelement by way of at least one rod-shaped connecting element of theplurality of rod-shaped connecting elements.
 19. The front-axle bracketaccording to claim 14, further comprising at least one reinforcement ribprovided on the planar reinforcement element, wherein the at least onefurther accommodation comprises at least one pendulum supportaccommodation and wherein said rib is disposed, in the longitudinalvehicle direction, at least partly between a rear edge of the planarreinforcement element and the at least one pendulum supportaccommodation.
 20. The front-axle bracket according to claim 1, whereinthe frame is produced from an aluminum alloy.
 21. The front-axle bracketaccording to claim 1, wherein the frame is produced using an aluminumcasting process.
 22. The front-axle bracket according to claim 1,wherein the rod-shaped connecting elements delimit compartments havingan area greater, in a top view of the frame, than the area of the framehaving no passage, in a top view of the frame.
 23. The front-axlebracket according to claim 1, wherein the at least one furtheraccommodation comprises first and second steering gear mechanismaccommodations.
 24. The front-axle bracket according to claim 1, whereinthe at least one further accommodation comprises at least one steeringgear mechanism accommodation and at least one stabilizer accommodationand the at least one steering gear mechanism accommodation and the atleast one stabilizer accommodation are linked with the rod-shapedconnecting elements by way of crosspieces.
 25. The front-axle bracketaccording to claim 1, wherein the rear accommodations, the frontaccommodations, the vehicle body accommodations, and the at least onefurther accommodation are connected with one another in such a mannerthat weight-reducing recesses in a form of at least one of perforationsand cavities that are open on one side remain in the frame without anydisadvantageous influence on chassis kinematics.
 26. The front-axlebracket according to claim 1, wherein the frame comprises an aluminumcasting alloy that contains at least five of the alloy components listedbelow Si: 2.5 to 3.3 wt.-%; Mg: 0.2 to 0.7 wt.-%; Fe: <0.18 wt.-%; Mn:<0.5 wt.-%; Ti: <0.1 wt.-%; Sr: <0.03 wt.-%; Other: <0.1 wt.-% wherebyin addition, Cr in an amount that increases alloy strength is containedin the alloy as another alloy component, supplemented to 100 wt.-% withAl.
 27. The front-axle bracket according to claim 1, wherein the framecomprises an aluminum casting alloy that contains at least five of thealloy components listed below Si: 2.5 to 3.3 wt.-%; Mg: 0.2 to 0.7wt.-%; Fe: <0.18 wt.-%; Mn: <0.5 wt.-%; Ti: <0.1 wt.-%; Sr: <0.03 wt.-%;Cr: 0.3 to 1.3 wt.-%; Other: <0.1 wt.-% and supplemented to 100 wt.-%with Al.